Emergency-valve device.



W. V. TURNER.

EMERGENCY VALVE DEVICE.

APPLICATION FILED MAY 1s, 1912.

.1,1 20,765. Patented Dec. 15,1914.

YHE NORRIS PETERS C0.. PHOTO-LITHU., WASHINGTON. D. C

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

EMEEeENcYd-VALVE DEVICE.

Application filed May 16, 1912. Serial No. 697,723.

T0 all whom t may concern Be it known that 1, WALTERv V. TURNER, a citizen of the United States, residing at Edgewood, in the county of Allegheny and State ofPennsylvania, have invented new and useful Improvements in Emergency- Valve Devices, of-which the following is a specification.

This invention relates to fluid pressure brakes, and more particularly to a brake equipment of the type adapted for normally operating the brakes by means-.of straight air and having anemergency valve device adapted to effect an emergency application train pipe pressure, such as produced when a ilexible hose bursts or the train breaks in two.

The present invention is inthe nature of an improvement on the construction covered in my prior Patent No. 965,615, dated July 26, 1910 and the principal object is to simplify the construction, and provide an apparatus of few'parts.

As in the case of the above mentioned patent, the present construction is of the type known as the two pipe system, in which there are only-two pipe connections to the brake valve, namely, the automatic train pipe and the straight air pipe, the brake yvalve being adapted to connect the train pipe with the straight air pipe in one position, so that the immediate source of iuid for straight air operation is the automatic train pipe. An equipment of the above type also includes an emergency valve device for controlling the straight air and automatic admission and release of iuid to and from the brake cylinder and in the present construction, said valve device controls communication from the primary source of luid` under pressureto the automatic train pipe.

ln the accompanyingdrawing; Figure 1 is a diagrammatic' view of a combined straight air and automatic emergency brake equipment for a car, embodyingy my im-` provements; Fig. 2 a central sectional view.

`of theimproved emergency valve device,

showing the parts in the normal release position; and Fig. 3 a simllarview, showing f the parts in emergency application position.,

As shown in Fig. 1, thecar'air brake equipment may comprise a brake` cylinder 1, an emergency valve device'2 connected to the train pipe 3, the straight air pipe 41, and the main reservoir'pipe 5. The train pipe 3 and straightfair pipe 4 leadto'brake valves @located at opposite ends of the car and the main reservoir pipe 5 leads to ai` main reservoir 7 which isl supplied withk iiuid under pressure by an air compressor 8. of the brakes upon a sudden reduction lin afan srawnnr oEEioE. l N l Specification of Letters Patent. Patentd Dec. 15, 1914.

rllhe emergency valve device 2, as shown in Figs. 2 and 3 of the drawing, comprises a casing having a piston chamber 9 containing a piston 10 and a valve chamber 11 containing a slide valve 12. The main reservoir pipe 5 is connected by a passage 13" with valve chamber 11 andthe piston chamber 9 is connected to train pipe 3 by a passage 14. Thestraight air pipe 4: is connect-y ed to a passage-15 leadingto the seat of thev slide valve 12'and in the normal release to the seat of slide valve 12 and contains a' choke plug `20`or restricting the communii cation between the valve chamber 11 and the train pipe 3. The communication from the4 valve chamber 11 to the train pipe 3 is restricted so that the rate of klow from the main reservoir to thetrain kpipe will be limited to afdegree less than the maximum rate of How from the train pipe through. the brake valve and straight air .pipe to the brake tty cylinder. The purpose of! the yabove limitation'fof Howy from the main reservoir to the train pipe is to prevent the pressure on the main reservoii` side ofthe piston 10 n from reducing at the same rate as the train the passage 1&1 and feed port 19 to the trainA pipe 3, charging the same to the standard pressure carried in the system. The fluid pressures on opposite sides of the piston 10 being equal, the spring 18 maintains the piston in the normal release position, as shown in Fig. 2. A straight air application of the brakes may be made by turning a handle of the lbrake valve G at one end of the car to straight air application position, in which the train pipe 3 is connected to straight air pipe el. Fluid under pressure is then supplied fromthe train pipe to the straight air pipe and flows through passage 15, cavity 16 in slide valve 12, and passage 17 to the brake cylinder 1, thus effecting an application of the brakes and hen the desired pressure is secured in the brake cylinder, the brake valve is turned. to lap position. Thebrake cylinder pressure may be further increased by again turning the brake valve to straight air application position and then back to lap position or the brakes may be released by turning the brake valve to release position, in which fluid from the brake cylinder is released through the straight air pipe and an exhaust port in the brake valve. Upon a sudden reduction in train pipe pressure due to a flexible hose bursting or the train breaking in two, the reduction in pressure in piston chamber 9 causes the main reservoir pressure on the opposite side of the piston to shift the parts to emergency application position, as shown in Fig. 3, in which the brake cylinder passage 17 is uncovered by the movement of the slide valve 12 and fluid at main reservoir pressure from valve chamber 11 flows to the brake cylinder and thus produces an emergency application of the brakes. rThe brakes are released after an emergency application of brakes, when the exhaust of air from the train pipe is closed, upon equalization of fluid pressures on opposite sides of the piston 10 by flow of fluid from the main reservoir through the feed port 19 tothe train pipe, the spring 1S then returning ther piston to normal release position.

Having now described my invention, what I claim as new and desire to secure byLetters Patent, is l 1. In a fluid pressure brake, the combina-l tion with a brake cylinder, train -pipe, straightair pipe, and a source of fluid under pressure, of' a brake valvehaving means for supplying fluid from the train pipe `to the straight air pipe and a valve device operated by a reduction in train pipe pressure for closing vcommunication through the straight air pipe to the brake cylinder and for supplying iiuid to the brake cylinder, communication from said source of fluid pressure to the train pipe being open with the straight air pipe cut off from the train pipe.

2. In a fluid pressure brake, the combination with a brake cylinder, train pipe, and a source of fluid under pressure, of a straight air pipe, a valve device for controlling communication from the straight air pipe to the brake cylinder and from the source'of fluid under pressure to the train pipe and operated upon a sudden reduction in train pipe pressure for supplying air to the brake cylinder to effect an emergency application of the brakes, and a brake valve for supplying air from the train pipe to the `straight air pipe in one position and from the train pipe to the atmosphere in another position, said valve device being adapted to permit iiow from the source of pressure to the train pipe in emergency application positionwith communication closed between the train pipe and the straight air pipe.

3. In va fluid pressure brake, the combination with a brake cylinder, train pipe, and a source of fluid under pressure, of a straight air pipe, a valve device for controlling communication from the source of fluid pressure to the train pipe and comprising valve means for controlling communication from the straight air pipe to the brake cylinder and a piston for operating said valve means upon a sudden reduction in train pipe pressure to supply air to the brake cylinder to effect an emergency application of the brakes, and a port for providing communication from one side of said piston to the other in the emergency position of the piston to thereby permit the release of the brakes upon equalization of fluid pressures, communication between the train pipe and the straight air pipe being closed.

1. In a fluid pressure brake, the combination with a brake cylinder, train pipe, and a source of fluid under pressure, of a valve device .for controlling communication from the source of fluid under pressure to the train pipe and operated upon a sudden reduction in train pipe pressure for supplying fluid to the brake cylinder to effect an emergency application of the brakes, and means for auto matically equalizing the fluid pressures on opposite sides of said valve device in emergency position to thereby permit the release of the brakes, communication between the train pipe and thestraight air pipe being closed. f

5. In a fluid pressure brake, the combination with a brake cylinder, train pipe, main reservoir, and means for chargingthe main reservoir with Huid under pressure, of a means for restricting the rate of ioW from valve for controlling the admission of Huid they main reservoir to the train pipe. 10 to the brake cylinder, a piston subject to the In testimony whereof I have hereunto set opposing pressures of the main reservoir my hand.

and train pipe for operating said valve, WALTER V. TURNER. and a passage controlled by said valve for Witnesses: charging the train pipe by flow from the A. M. CLEMENTS,

main reservoir side ofthe piston and having S. W. KEEFER.

Copies of this patent may be obtained for five cents each, by addressing the Gommissioner of Patents, Washington, D. C. 

